Rail crossing



Dec. 25, 19.28.

W. R. HESSKEW ET AL RAIL CROSS ING Filed Jan. 5, 1928 2 Sheets-Sheet 1 F J7 J5 ATTORNEY Dec. 2 5, 192&

w. R. HESSKEW- ET AL RAIL cRos sINs Filed Jan. 3; 1928 A 2 Sheets-Sheet 2 NTOR Patented Dec. 25, 1928.

FFECE.

WILLIAM'R. HESSKEW AND JOSEPH J. NULTY, OF SAN ANTONIO, TEXAS.

RAIL CROSSING.

Application filed January 3, 1928. Serial No. 244,273.

Our present invention has reference to a railway crossing in which a track made up of T-rails is crossed by a track made up of channeled rails, and in which provision is made for the free and uninterrupted passage of the wheels of the rolling stock traveling on either of the tracks over the crossing.

A further object is the provision of a rail crossing of this type which can be more cheaply constructed than those of the ordinary character, in which no cuts are made in the T-r ils, in which provision is made for the expansion and contraction of the rails incident to changes in weather conditions and further in which all of the rails of the crossing are reinforced and braced to provide a strong and ample structure.

The invention will be fully and comprehensively understood from a consideration of the following detailed description when read in connection with the accompanying drawings which form part of the application, with the understanding, however, that the improvement is capable of extended application and is not confined to the exact showing of the drawings nor to the precise construction described and, therefore, such changes and modifications may be made therefrom as do not affect the spirit of the invention nor exceed the scope thereof as expressed in the appended claims.

In the drawings Figure 1 is a top plan view of the crossing in accordance with this invention.

Figure 2 is an enlarged detail sectional view on the line 22 of Figure 1.

Figure 3 is a sectional view on the line 3-3 of Figure 1.

Figure 4 is a fragmentary perspective view to better illustrate the interengagement of the crossed rails.

Figure 5 is a side elevation showing the abutting ends of two of the channel rails cut for the reception of the T-rail and notched for the free passage of the wheels of the rolling stock on the T-rail and over the channeled rails.

Figure 6 is a side elevation of the abutting channel rails as illustrated in Figure 5, with parts in section and also showing a T-rail passing through the channel rails and the wheel of a rolling stock traveling on the T-rail.

Figure 7 is a detail sectional View approximately on the line 77 of Figure 6.

The track on which heavy rolling stock travels is made up of T-ra-ils and these T-rails are indicated in the drawings by the numeral 1.

By reference to the drawings it will be noted that the rails l of the track are not cut at the crossing, and c-onsequenly the strength of these rails is not impaired and likewise there are no notches or gaps in the rails at the crossing. The track which crosses the track made up of the T-rails 1 is designed for light traffic, such for instance as street cars and the rails constituting this track are of the channeled type and are indicated by the numeral 2. The rails 2, at the portions thereof that traverse the rails 1, may be of regular lengths in which instance the said rails, directly above their base flanges 3 have their webs and a portion of their heads notched or otherwise cutaway for the reception of the T-rails therethrough. Of course, these cut-away portions 4% correspond to the cross sectional shape of the T-rails, but the said T-rails do not frictionally contact with the walls provided by the said cut-away portions. The cut-away portions 4 extend through the heads of the channel rails and provide the said heads with spaced confronting shoulders 5 and 6, and the space between these shoulders is greater than that of the cut-away portions through which the heads of the T-rails pass. The channel rails, in a line with the shoulders 6 are notched, as at 6, to provide for the passage of the rims of the wheels of the rolling stock.

The inner walls provided by the grooved heads of the channel rails 2 may have arranged therein or may have integrally formed therewith filler elements 8 whose upper faces are inclined, so that the confronting and elevated ends thereof will be disposed in a plane with the top of the head of the T-rails 1.

As far as the description has progressed it will be seen that when the rolling stock is traveling over the track constituting the T- rails 1, the wheel surfaces 9 will ride directly on the heads of the said rails 1 and will likewise contact with the ends of the planes 8 that extend into the notch 5 of the channel rail, while the rims 10 of the wheels of the rolling stock will travel through the notches 6 of the channel rails and consequently the rolling stock will travel over the crossing in afree and uninterrupted manner and the shocks and jars generally incident to such travel will be entirely obviated. In a like manner it will be noted that when the wheels of the rolling stock pass over the crossing on the channel rails 2, the rims 10 of the wheels 12 will travel over the inclined planes 8 and from thence onto the tread surface of the T-rails 1, there being only the slight gap provided by the notch 6 before the tread reaches the second inclined plane 8 that at fords any interruption to the free travel of the wheels 12. The notch 6 is only of a width slightly greater than the rim 10 of the wheel 12, and consequently the rim 10 of the wheel 12 will not be lowered in travel ing over this track.

In order to reinforce and strengthen the notches or cut-away portions of the channel rails and likewise to afford a firm and ample support for the T-rails at the crossing, the bases of the said channel rails between the T-rails will for a considerable distance outward from the sides thereof have their base portions resting on plates 18, These plates have their edges formed with outwardly projected inwardly inclined flanges 1a to contact and overlie the base flanges of the rails 2. If desired, the plates 13 at their edges may be notched, as at 15, and passing through the plates at these notched portions there are spikes 16 that enter the ties 17 on which the rails 2, rest. Also if desired, and as disclosed by the drawings, the edges of the plates 18 may be formed with outwardly extending spaced cars 18 provided with openings for the passage of spikes 19 which, of course, enter the supporting tics or any other bed that may be provided for the rails at the crossing. Also if desired, plates 20, similar to the plates 13 may be bolted or riveted to the base flange of the rails. These plates are not flanged, but have extensions or cars which are notched and through which pass spikes 21.

As disclosed by Figures 5 and (3 of the drawings, short channel rails may be ar- -anged between the T-rails at the crossing, and the opposite ends of these rails are cut and notched for the reception of the T-rails, while the outer channel rails, that is, the channel rails arranged at the outer sides of the T-rails, are likewise cut and notched for the reception of the outer surfaces of the T- rails. In Figures 5 and (5, however, the inner walls 22 of the channels 23 in the heads of the T-rails are disposed in the same plane as the tread surface 24 of the T- rails 25 that pass through the openings in the channel rails. In this instance the head or tread surfaces of the channel rails 26 are cut to provide upwardly inclined planes 27 from the shoulders 28 and 29 provided by the notches or cut-away portions in the said rails 26. These beveled or inclined surfaces 27 permit of the wheels of the rolling stock traveling over the channel rails 26, lowering at the crossing so that their rims will ride on the walls 22 of the grooves 23 and over the tread surfaces 24 of the T-rails 25. Thus one of the inclined surfaces 27 lowers the wheels at the crossing and the inclined surface of the second rail 26 will raise the wheels so that the treads thereof will again ride onto the heads of the said rails 26.

\Vhile we have illustrated our improvement in connection with the ordinary T- rails, obviously the same can be successfully employed in connection with channeled rails such as are commonly employed on street railways and suburban lines employing electricity as the motive power. Also it will be apparent that we can employ our improvement in connection with channel rails of this type which cross T-rails for heavy traflie and as the application of such construction is believed obvious an illustration thereof is not thought necessary. It is, of course, to be understood that the rails of less height are to be built up to correspond to the rails of greater height.

Having described the claim 1. In a crossing of the type described, a track made up of T-rails and a track made up of channel rails which crosses the T- rails, said channel rails above the base flanges thereof having openings which correspond in shape to the cross sectional contour of the T-rails and which receive the said T-rails therethrough to arrange the treads of the T-rails in a line or approximately in a line with the inner walls of the grooves of the channel rails, said channel rails having their heads notched transversely at points along the sides of the opening, and one of the notches being deeper and of a greater width than the other notch, plates on which the base flanges of the T-rails rest, said plates having their edges flanged outwardly and inwardly to engage with the base flanges of the said channel rails and to likewise afford a support for the base flanges of the T-rails and securing means for said plates.

2. In a crossing of the type described, a track made up of T-rails and a track made up of channel rails which crosses the T-rails, said channel rails, above the base flange thereof having openings which correspond in shape to the cross sectional contour of the T-rails and which receive the said T- rails therethrough to arrange the treads of the T-rails in a line or approximately in a line with the inner walls of the grooves of the channel rails, and said channel rails invention, we

the channel rails to contact and ride over the threads of the T-rails at the said crossing.

In testimony whereof We aflix our signatures.

JOSEPH J NULTY. WILLIAM R. HESSKEVV. 

